Train control.



H. CARLISLE.

TRAIN coNfTRoL.I APPLlcmloN FILED 1AN.8. me.

1,277,854. Patented sept. 3,1918.

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H. CARLISLE.

TRAIN CONTROL.

APPLICATION FILED .IAN-8. 1916.

1 ,277,854. Patented Sept. 3, 1918,

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HOWARD CARLISLE, or LEESBURG, NEW JERSEY.

TRAIN Colvinnot.`

, Speciiation f Letters Patent liatented Sept. 3, 19718.

Application filed January 8,1916. Serial-No. 71,006.

To all whom tmag/ concern.'

Be it lknown that I," HOWARD CARLIsLE, a citizen of the'UiiitedfStates, residing Vat Leesburg, in the State of New Jersey, have invented new and useful Improvements inv Train Controls, of which the .following is a specification.

This invention relates tok train controlling mechanism, and an object thereof is to provide a system for automatically controlling and stopping the movement of a train, or othervehicle, when there is a dangerous con-v dition preceding the same.

The in-vention provides novel means whereby two or more trains upon entering vthe same block, or other specified section The invention accordingly consists liii-theY features of construction, combinationof ele- .ments, and arrangement of parts which will be exemplified in the construction herein described, and the scopek of the application of Y which .will befindicated 'in Ythe following claim. y

In the accompanying drawings, where is shown one of the various possible embodiments of the invention, a Y

Figure lis a dagrammaticview of the present invention illustrating particularly the electrical features thereof;

Fig. 2 isa vertical sectional view of the vehicle carried valve structure,

I Fig. 3 is a sectional view of one of the contact shoes;V y .n n

Fig. l is a detailperspective view ofthe port controlling valve; Y

Fig. 5 is a transverse sectional view onV the line 5-5 ofFig. 2, g y Y Fig. 6 is'a horizontal sectional View onthe line 6,-6 of Fig. 2; g

Fi 7 is a similar view lon the lille 7-,-7

` arresponding; an'dise are referred mechanism.

to Iin l'the following` description, and indicated in all of the views of the drawing'b'y the saine reference characters. *c

` .The numeral 5 designates a standard form of trackway, `,over which trains or other lvehicles may be operated, and preferably locatedcentrally of the tracks are circuit y,

forming rails 6, which are insulated at Vspacedpoints to establish blocks7 or communicating circuits 7. The railsG extend in^ parallelism with the trackwayI 5 and are 5 positioned in such relation that theblocks idr Circuits 7 will overlap, as leefflyindcated in Fig. l. t, n n .y Carried' upon a ylocomotive or other fvehicle, arecontact shots 8', located inljuxtzb, kposition and normally pressed downwardly by springs 9, to insure a positive contact be- "tween the shoes Vand thecircuit'railsl Coniiected with the shoes.8 are conductors 10` which extend. to a solenoid 11, the latter,

` under. certain conditions, receiving itssource ofenergy froma series of vstorage batteries,-

12,"to which current is lapplied by an electrical generator 13, operated by any suitable A conductor '14 is grounded upon the locomotive, thereby providing a'A normally open circuit, caused by the lack of' communication between the rails" 6 and,y thef trackway '5. However, Y upon the. en` trance of a second traininto a block 7, they bey closed, thereby completingy the circuit and energizingthe solenoid 1l. It'will bec evident that normally the circuitfis open, permitting the unhindered movement ofthe locomotive, as will,V beA presently,k disclosed, but upon the entrance of a second train into gap' between the rails and the trackway will y the block 7 .the circuit will be closed to "operate mechanism for stopping both trains. The blocks 7 are to be varied in length vand are preferably shortened to conformto the requirements. of relatively vcongested yards or stations, but are of substantially greater length when used upon less yfrequented stretches of trackway.

` The locomotive stopping mechanism consists of a unitary valve structure, designed, when operated, to apply the air-brakes, of a locomotive and to simultaneously close the Supply of vStaart t0 the driving Cylinders thereof.A To, this end the valve structure ,comprises aseriesof cooperating cylinders in which are Positioned reciprocating piston shaped' vaivesd' @ne of the 'cylindei'indn iio municatiiig with the reservoir 21.

p cated by the numeral 19, is provided with a normally closed air inlet port 19, from which a pipe or duct 2() extends to an air reservoir or tank 21. Slidably positioned within the cylinder 18 is a1 port controlling valve 22, formed with a horizontally extending air inlet port 23 and an S shaped exhaust or outlet port 24. The valve 22 normally covers the port 19 so as to prevent the passage of air therethrough. The valve is also provided with an operating rod `25, extending out of the cylinder 18 through av stuffing box 26 formed in one end thereof, and said valve is retained in the upper portion of the cylinder 18 by providing the rod 25 withk a fixed collar 27, formed with arms 28 to which coiled springs 29 are attached, the

*opposite` extremity of' the springs beiiig .se- 'cured to a stationary point upon the outer 20 side of the cylinder 18, so that the tension exerted thereby will retain the valve 22 in `.its ,elevated position within the cylinder 18. vAn elastic buffer 30a is interposed between vthe valve and the upper head of said cylinder to eliminate jar or undue friction between the two members. An outlet opening 31a is formed in the cylinder 18 and normally communicates vwith one extremity of the port 24; and its function will be presently disclosed. f

The rod 25 extends downwardly below the cylinder 18 and coperates with thefsolenoid or magnet 11, the extremity ofthe rod vformi ing the core of the solenoid, so that when the latter is energized, by previously described conditions, a downward pull will be imparted to the rod 25 and its connected valve 22. The valve 22 is then lowered to `a point until the port 23 formed therein is 40 in registration with the air inlet port 20, permitting air to circulate freely through said port 23. Formed in horizontal alinement with the port 23, in the wall of the cylinder 18, is a port which opens into aphorizontally extending cylinder 31 prosign to the valve22.

The cylinder 31A is also provided with an air inletport 33, to which a pipe 34 is connected, the opposite end Vof said pipecom.

Graduated openings 35 are foimed in the walls of the cylinder 31 adjacent the port 33 and similar openings 36 are formed in the opposite side of said cylinder adjacent anoutlet port 37. The port or openings 35 and 36, however, are normally closed by the body of the valve 32 which prevents the passage of air from the reservoir 21 to the outlet pipe 37, the latter` leading' to the brakes, (not shown) so that when air is admitted theree vided with a sliding valve 32 of similar dethrough the brakes will be applied.y I twill now vbe seen that when the port 23`of the valve 22 is in alinement with* the pipe 20, air will be admitted` into the cylinder 31, resultlvoir 21 into the pipe A37.

. for. synchronous movement.

. skilled inV the art.

. k` mgm the forward movement of the valve 32. As the valve moves forwardly a vertical air passage 38 formed therein registers with the smaller of the openings 35 thereby admitting' a restricted amount of air into the pipe 37, this volume of air is increased as the valve continues to move forwardly until the air passage 36 is in direct registration with the largest of the openings 35 and 36 which permits an unresti'icted flow of air to pass from the reser- The graduated openings 35 and 36 are designed to permit yoi". a gradual application of thebrakes controlling the movement of the train.

A third cylinder 39 is connect-ed with the cylinder 31 in horizontal alinement therewith and is provided with a slidable piston or valve L10 which is connected with valve 32 A steam supply pipe 41 is threaded into the cylinder 39 Iand through which the supply of steam 'from the steam dome of the locomotive to .the drivingr cylinders (not shown) is transmitted. lt is evident that upon the movey ment` of the valve 32 the piston 40 is simultaneously moved into a position blocking the passage of steam or other operating fluid, throughrthe pipe 41, resulting, of course, in the stoppingof the locomotive. By this construction the brakes are applied yin such a'gradual manner as to reduce the jar or shock occasioned from applying said brakes without discomfort to the occupants of a tram and without any possibility of l wrecking the train, as might happen upon applying the brakes with full instantaneous pressure. The source of power of the locomotive will also be cut off, thus insuring the operation of the device, and eflectually bringing the train to a standstill.

Aftertbe train has been stopped the circuit may be broken by operating the hand switch 4:3 which permits the valve 22 in .the

.cylinder 18 to be restored to its normal position by the action of the coiled springs 29, thereby stopping the flow of air through the port 23 into the cylinder 31. In order to restore the valves 32 and 40 to a normal position to permit the operation of the locomotive. `a helical spring 43 is positioned around a rod 44C, connecting said valves 33 and40, and is confined between the forward end of the valve 32 and the head of the cylinder 31. Then the valve 32 is in an open Vvposition', the spring isunder tension. However. when the air pressure is taken olf said valve the force exerted by the spring restores .the valve to its normal retracted position,

thereby restoring communication through the pipe i1 and shutting oif the air pressure upon the brakes, as will be obvious to those It will thus be seen that there is provided ion ent invention are achieved and all the advantageous features above mentioned are, among others, present. The apparatus is positive in action, of few parts, and simple construction. The parts are so formed that the device can be readily adapted to locomotives oi the present design and Will notk interfere with an engineer While the latter is performing his duties, as the device is so positioned as to be out of the Way of all operating levers. It is to be understood that the arrangement of the various parts shown and described, in this specification, has been disclosed for purposes of eXplanation and description only and that said parts may be so positioned as practice may determine to be the most advantageous.

As many changes could be made in the above construction and many apparently widely diiierent embodiments of thisinvention could be made without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawing shall be interpreted as illustrative and not in a limiting sense.

Having thus described my invention, I claim:-

In a train controlling mechanism adapted to be used for supplying air gradually to the brakes, a cylinder provided at its opposite sides with openings which gradually increase in size, a spring pressed valve located in the cylinder and having a passageway adapted to register With the said openings successively, and having an area in transverse section equal to the area of the largest opening, electric controlled means for admitting air into the cylinder to move the valve against the tension of the spring, said means being normally held in a closed position, means for leading air into the cylinder through the openings and means for leading the air from the cylinder to the brakes. Y

In testimony whereof I aiiix my signature.

HOWARD CARLISLE.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

